Carbureter.



R. A. DUFF.

CARBURETER APPLICATION FILED MAR.5,1912.

1,120,184, Patented Dec. 8, 1914.

R. A. DUFF.

GARBURETER.

APPLICATION FILED MAR.5,1912- 1,120,184. Patented Dec. 8, 1914.

f 6/ 2 SHLETS--SHBET 2v J 554 y g "I; 'T a WILAD WMW 7 by AttorneysRALPH A. nor-F, or NEBRASKA CITY, NEBRASKA.

CARBURETER. I p I Specification of Letters Patent.

Patented Dec. 8, 1914.

Application area starch 5,1912. Serial No. 681,839.

To all whom, it may concern Be it known that I, RALPH A. DUFF, a

cftizen of the United States, residing at Nebraska City,'in the countyof Otoe and State of Nebraska, have invented-a new and usefulCarburetor, of which the following is as ecification. i

ne of the objects of the present invention is to rovide a carbureterhaving a mixing meclianism under the control of the Operator, wherebythe character of the mixture may be varied, to suit the load, a mixingby-pass, independent of the mixing mechanism, being provided, whichby-pass is efficient to turn the engine shaft merely, when the loadisromoved.

A further object of'the invention is to provide means for producing anattenuation of the air supply, as it enters the carburetor, whereby theair will readily mix with the fuel, a deflector being provided, for thedouble purpose of receiving the air supply,

and for directing the mixture of fuel and air out of the carbureter.

A further object of the invention is to provide a novel mechanism forsuccessively opening the fuel inlets, and to provide novel mechanism forgradually increasing the ef fective area of the air port, as the fuelinlets are successively opened.

With the foregoing and other, objects in view, which will appear as thedescription proceeds, the invention resides in the combination andarrangement of parts and in the details of construction hereinafterdescribed and claimed, it being understood that changes in the preciseembodiment of invention herein disclosed can be made within the scope ofwhat is claimed without departing from the spirit of the invention. 1

In the accompanying drawings,-Figure 1 shows in elevation, a carburetorconstructed in accordance with the present invention; Fig. 2 is a planof the structure shown in Fig. 1; Fig. 3 is a section upon the line i\Bof Fig. 2; Fig. 4 is a section upon the line CED of Fig. 3; Fig. 5 is aplan showing the surface of the cam shaft developed; Fig. 6 is aperspective of the cam shaft; Fig. 7 is a longitudinal section of theair-control which is interposed in the mixing by-pass; and Fig. 8 is alongitudinal section of one of the fuel-inlet valves.

In arrying out the invention there is provid ed a cylindrical casing 1,closed at,

- one end, as shown at 2, the open end of the casing 1 being equippedwith a removable closure 3. The cylindrical casing 1 is provided, at oneside, with an attaching flange 4, an outlet 5 forming a communicationbetween the interior of the casing 1 and the exterior of the carburetor.Adjacent the outer face of the flange 4, the walls of the outletdiverge, as shown at 6, to form a flaring mouth.

The invention further includes a fuel tank 7, having a removable closure8, providedwitha hub 9 having an opening 10 communicating with afuel-inlet 11. The

12. A tube 14 projects inwardly from the closure 8, and a float 15 isslidably mounted upon the tube 14, within the tank 7. The float 15 maybe equipped with a bridge 16, mounted to slide in openings 17 in thetube, the bridge 16 carrying a needle valve 18, constituting a means forcontrolling the opening 10. .The specific arrangement of parts withinthe tank 7 may be varied, with out alternating the operation of thestructure hereinafter described. Projecting from and communicating withthe tank 7, is a supply pipe 19, terminating at its outer end in achamber 20, removably secured to-the casing 1, and having an upstandingrib 21, adapted to fit in one end of the casing 1. The end faces of therib' 21 which lie within the casing 1- slope in opposite directions, aswill be clearly seen fronr an inspection of Fig. 3. The chamber 20terminatesin a depending neck 22, giving access to the cam shaft,hereinafter described, a closure 23 being provided for the neck 22. Theends of the chamber 20 are equipped with removable closures 24 and 25,respectively. Located within the chamber 20 is a cam shaft 26, having atitsends, cire lar heads 27, rotatably mountcd l 1n the oh mber 20, andengaged by the closures 24 and 25, to prevent a longitudinal movement ofthe cam shaft. The cam shaft termihates in a stem 28 journaled in apacking gland 29 carried by the closure 25. Intermediate the heads 27,the cam shaft 26 is equipped with cams 30-and 31, alternately disposed.The cams 30 are equipped with cam v faces 32, disposed in a line at anangle to'the' axis of the cam shaft, each of the camfaces 32 beingdisposed slightly beyond the next adjoining cam face, circumferentiallyof the shaft. The cains 31 are provided with cam opening 10 iscontrolled by a closure plug the other end of the cam shaft, as \vill bea sloping faces of the rib 21.

most clearly understood, if Fig. is BX-.

auiined. The fuel inlets preferably take the form of nozzles 34 and 35,disposed in diverging relation, and threaded into the Tubular fuelvalves 36, one of which is shown in Fig. 8, are slidably mounted in theinner ends of the nozzles 34 and 35. These valves 36 are equipped attheir inner ends with conical heads 37, adapted to engage with similarlyshaped seats 38 formed in the wall of the chamber 20, the heads 37 beingmaintained normally in engagement with the seats, by

means of helical compression springs 39. eachof the springs 39 bearingat one end against the head 37, and at the other end against the innerend of one of the nozzles 34 or 35. lach valve 36 is provided with anaxial passage 36, which is carried laterally out of the head 37, asshown at 36]. When the head 37 is depressed into the seat 38, the outlet36 will be closed, but when the head 37 is lifted off the seat 38, thefuel may pass through the channel 36, into the nozzles 34 and 35, andthence into the ii1te rior of the carbureter. The; extremities of theheads 37 protrude into the paths of the cams and 31. The construction issuch that when the cam shaft 26 is rotated, the

cam faces 32 will open the valves 36 of the nozzles 35,successively, inone direction longitudinally of the cam shaft, the continued rotation ofthe cam shaft causing the faces 3 to open the valves 36 of the nozzles34, successively, in an opposite direction longitudinally of the camshaft.

Tlmnvention further includes a primary deflector 40 which, as seen mostclearly in Fig- 4, may be removably secured to the wall 2 of the"ciising 1. The primary deflector 40 is preferably ofdouble convexedform, and extends between the diverging nozzles 34 and 35. Secondarydeflectors 41 and 42 are provided, these deflectors being located uponopposite sides of the primary deflector 40. The secondary deflectors 41and 42may be formed integrally with, or be connected to, the end wall 2of the casing 1. The body portions of the deflectors 41 and 42 conformto the curvature of the primary deflector 40. The deflectors 41 and 42include laterally projecting flanges 3 and 44, inclined at slightlydifferent angles with respect to the body portions of the deflectors. Inone side of the casing 1 there is an air inlet port" 45, above which theflange 44 is located. In the opposite side of the casing 1 there is anair inlet port 46, above which the flange 43 is located. Theconstruction is such that when the air enters the ports 45 and 46, the

flanges 44 and 43, respectively, will direct l the air. across thenozzles and 34, respq-g fi wely. the air being discharged against theprimary deflector 40. The'air, as it enters the ports 45 and 46, will beattentuated, owing to the relatively small size of the ports, the airbeing thereby adapted for a ready HEX- ing with the fuel which isdischarged through the nozzles 34 and 35. The mixture effected at thedischarge ends of the nozzles 34 and 35 will pass between the pnmarydeflector and the body portions of the secondary deflectors 41 and 42,the mixture passing through the outlet 5, as Will be understood readily.J ournaled for rotation between the deflectors 41 and 42 upon the onehand, and the cylindrical casing 1 upon the other hand, is a hollow,cylindrical, air valve 47 having a 'port 48, adapted to register withthe air inlet port 45. In the valve 47 there is a port 49, adapted toregister with the inlet port 46, the valve 47 having a port 50, adaptedto register with the outlet 5. The valve 50 includes a stem 51,journaled for rotation in the closure 3. A stop 47* limits the rotationof the Valve 47. The construction is such that when the stem 51 isrotated, rotating the valve 47, the port 48 will be brought graduallyinto registration with the port 45, the port 49 being brought graduallyinto registration with the port 46, after the alinement of the ports and48 has begun, the port 50 moving into alinement with the outlet 5, sosoon as the ports 48 and 45 begin to register. Obviously, as shown inFig. 3, the valve 47 may be manipulated to close the outlet 5, and toclose the ports 45 and 46. A means is provided for simultaneouslyrotating the cam shaft 26 and the valve 47. This means preferablyincludes a lever 52, secured to the stem 51 of the valve 47, the lever52 having a toothed "segment 53, meshing into a segment 54, restingagainst the hub 55, secured to the stem 28 of the cam shaft 26, therebeing a flange 56 upstanding from the hub 55, to which flange 56 thesegment 54 is connected, by means of a set screw 58, the set screw 58serving to bind the segment 54 upon the flange 56 of the hub 55, and theslot 57 permitting a radial adjustment of the segment 54, with respectto the cam shaft 56. \Vhen the lever 52 is manipulated, the seg ments 53and 54, meshing together, will operate the cam shaft 26, the valve 47being lVhen.

operated directly by the lever 52. the lever 52 is moved, the cams 30will open the valves 36 of the nozzles 35, one after the other,andsubsequently open the valves 36 of the nozzles 34, one after theother, as has been described hereinbefore. As the valves in the nozzles35 are opened one after another, the ports 48 and 45 will be broughtgradually into registration, and subse quently, as the valves in thenozzles 34 are opened one after another, the ports 49 and 46 will bebrought gradually into registration.

The invention further includes a mixing by-pass, connecting the supplypipe 19 with the outlet 5, independently of the operation of the camshaft 26 andthe valve 47. This by-pass includes a pipe 59, entering anopening 60 in the casing 1, the inner end of the opening 60 beingequipped with a nozzle 61, fitted against one of the walls 6, and dis"posed at an acute angle to the longer dimensions of the primarydeflector. l0. A pipe 62 enters the supply pipe 19. Mounted upon the endof the pipe 62 is'a funnel 63 into which is threaded a nozzle 04,adapted to discharge into a funnel (i5, threaded upon the end of thepipe 59. The funnels 63 and 65, together with the nozzle 64, constitutean air-control, which may be adjusted by retating the funnel 65, so asto cause the same to move toward and away from the funnel 63. i-

In practical operation, when the parts are positioned as shown in Fig.3, the heads 37 of the valves 36 will rest in the seats 38, the

fuel-supply through theinozzles 34 and 35 being cut off. The air inletports and 46 will be closed, and the outlet 5 will be closed likewise,by the valve 47. Under such cir cumstances, however, the fuel-supplywill be drawn. through -the by-pass, consisting of the pipes 59 and 62,the air being drawn 63. An explosive mixture. will thus be introducedinto the cylinder, which mixture will be of sufficient volume andcharacter to turn the engine shaft over, when there is no load upon theengine. When, however, the operating lever 52 is manipulated, thecarbureter will .be put into full operation, the

mixture being regulated to suit the load. This regulation is effected byreason of the fact that the nozzles 34 and 35 are opened, one after theother, the ports 46 and 45 being opened accordingly. The regulation ofthe mixture, when the engine is working under a load, may be regulatedto a nicety, and when the load is removed, an explosive mixture will beprovided, through the instrumentality of the bypass 5962, which mixturewill merely turn the engine shaft over. Y

Having thus described the invention, what is claimed is:- I,

l. A carbureter, including a-J'c'ylindrical casing provided'with an airport, a plurality of fuel directing members mounted within the casing, aplurality 05 valves, one to each member, a shaft provided with aplurality of cams, one to each valve, for actuating the valves, a valvecontrolling the air port, and an adjustable means for connecting theshaft and air port controlling valve for simultaneous operation, andwhereby the valves are actuated in succession and the air portage is setof inlets; means for opening the inlets in succession; and means forgradually open-h ing the ports, as the inlets of the corresponding setare successively opened.

A carbureter including spaced sets of fuel-inlets, and having an airport. for 'each set of inlets; a valve for each inlet; ashaft havingcams positioned toopen the inlets in" order, and to open the inlets ofone set before the inlets of the other set are opened a valve arrangedto increase gradually the area of the ports, as the inlets of the corresponding sets are successively opened; and means for connecting the lastmentioned valve and the shaft, for simultaneousoperation. I v

4. A carbureter including a'series of fuelinlets, and provided with anairport; sepa-- rate, interengaging means for opening the inletssuccessively, and for varying the area of the port; a mixing lay-passopening into the carbureter upon opposite sides of the inlets and theport; and an adjustable air control interposed in the by-pass. 5. Acarbureter including a horizonta cylindrical casing, two sets ofdiverging fuel nozzles longitudinally ofthe casing,fthere being airports in the walls of the casing,

one to each set of nozzles, and discharging transversely of the nozzles;and a deflector mounted between the sets of nozzlesand ponozzles andpositioned to' receive the air from the ports; and secondary deflectors,

each including auneniber conforming to the curvature of the primarydeflector, and a member adapted to direct theair from one port, acrossthe nozzles and against the primary deflector.

7. A carbureter, including diverging sets of fuel nozzles, and having anair port for each set of nozzles, a double convexed primary deflectorlocated between the sets of nozzles and positioned to receive the airfrom the ports, and a member adapted to direct the air from. one port,across the nozzles and against the primary deflector.

8. A carbureter including spaced, diverging sets. of fuel nozzles, andhaving an air port for each set of nozzles; a primary, dou l;leconvc\'ed deflector located between the sets of nozzles and positioned toreceive the air from the ports; secondary deflectors, each including amember conforming to the curvature of the primary deflector, and amember positioned to direct air from one port against the primaldeflector, aid across one set of nozzles; n ansfor opening the nozzlesin succession, and for opening the nozzles of one set befoi the nozzlesof the other set; a valve arranged to open the ports successively, andto open the ports gradually, as the nozzles of the corresponding sets,are successively opened; and a device for operatively connecting thevalve with said means.

' 9. A carbureter including spaced sets of fuel inlets, and having anair port for each set of inlets; means for opening the inlets insuccession throughout both sets and for opening all of the inlets of oneset before any of the inlets of the other setare opened; a valvecontrolling the ports and adapted to open the ports successively andgradually, as the inlets of the corresponding set are opened; andmechanism connecting the valve and said means for simultaneousoperation.

10. A carhureter, including spaced sets of fuel inlets and having an airport for each set of inlets; means for opening the inlets in successionthroughout both sets; a valve controlling the ports and adapted to openthe ports gradually, as the inlets of the corresponding sets are opened;and mechanism connecting the valves and said means for simultaneousoperation.

11. earbureter, having two air ports,

coil" thl: patent may be obtained for t .vo S! ;s of fuel nozzles, oneto each air port, a dor le convexed primary deflector disposed Jetweenthe sets ofgiozzles to receive the air from the ports, and aport-eontrolling member for permitting the inlet of air from both portsacross their respective sets of nozzles and against the primary deflector.

12. A carbureter, having two air ports, two sets of fuel nozzles, one toeach air port, a double convexed primary deflector disposed between thesets of nozzles to receive the air from the ports, and a valve forcontrolling both ports-said valve being constructed to control the portfor one set of fuel nozzles-and the port for the opposite setsuccessively.

13. A carburetor, having an air port, a set of fuel nozzles, a primarydeflector having its surface opposed to the direction of air inlet andsubstantially parallel with the path of discharge from the fuel nozzles,and a port controlling member for permitting the. inlet of air acrossthe fuel nozzles and against the primary deflector.

In testimony that'I claim the foregoing as my own, I have hereto affixedmy signature in the presence of two witnesses.

RALPH A. DUFF.

lVitnesses:

ROBERT Kano-L, IIARRY RoLr'n.

five cent: each, by addreuing the Commluloner of intants. Wuhlngton, D.0."

